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Hi John, Thanks for your comments. I am pleased to say that the Queensland Government via Queensland Rail announced a few weeks back that the Wallangarra line will reopen as far as Ballandean. A broad outline of this plan and other elements about rail heritage were released a number of weeks ago. Trains will return to the line beyond Warwick in the coming months and the local operator, Downs Explorer or SDSR are very happy indeed. The final statement from Queensland Rail simply says the line beyond Ballandean to Wallangarra, "remains closed at present". So the prediction of no trains beyond Qarwick might be a bit premature. I am sure you will be happy to learn of this progress.

Whilst I agree in principle, these lines were often built around 100 years ago or even earlier. In general, many were never upgraded to improve track speeds and running times. It is hard to imagine any road still being the same as it was 100 years ago. The secondary problem is the need for traffic and the communities progressively turned to road transport. Thanks for your observations.

Hi Brian, I am not sure what you are referring to in your comment. If you mean the train featured, The Capricornian, this material was captured in 1989 and therefore it reflects the train that launched in 1970. Many of the passenger cars were built in the 1950s and 60s. If you mean the track, then that is true in many places and yet quite the opposite in other places where 160 kmh running is possible. Of course, today's train is an electric tilt train. It remains fairly modern. If your comparison is high speed systems in Japan, China and many parts of Europe then there is no comparison.

Interesting observations. There were of course cattle and sheep loadings from other lines out of The Curry. Dajarra had sheep loading in the period up to the late 60's at least. My father worked in The Curry and worked many cattle and sheep trains. When he returned to Mayne, I went with him on a sheep train drawn by Clyde DEL 1451 to Murrarie hauling sheep from Dajarra in mid 1967. The loading for this train from Murgon came off the Mount Isa line.

Thank you for your encouragement to keep creating. i hope you enjoy some of my other productions.

Thanks for your comment. You might be disappointed to learn that I will never upload raw tapes. I produce content that needs to be refined in many ways before it is presented. I would contend that many individuals and groups are doing a very fine job of preserving history. There are many sites you can search to find collections of images, documents and the like. There are at least eight major heritage operators in Queensland maintaining and operating rail heritage. There are also a number of good museums that can be visited. All of this happens in other parts of Australia and around the world. Could more be done? Yes but it costs money. I encourage to explore all of these possibilities.

Thank you for reaching out and sharing your feelings with me. The QR you so fondly remember has been lost in recent decades. I hope you enjoy my other productions.

Thanks for your comment. I like to hear of observations and general feedback. The diesel drawn Capricornian finished in 1989 but the train soldiered on until 1993, drawn by 39 Class electric locomotives when it was decided that the daylight ICE train service would be the only train on the Brisbane - Rockhampton route. Of course the Sunlander continued to operate until 2014. The more upmarket, Queenslander service concluded standalone operations in 2003. Another reason for the cessation of the Capricornian was the emergence of the Spirit of the Outback which could be used to travel between Brisbane and Rockhampton. Your yearning for "sleeping cars" is not ab exclusive thought. Many people I meet have similar feelings. Given the state of rail operations in other parts of the world has seen new sleeper cars are being built and whole new train services have emerged, it is rather sad that Australia in general has not taken a similar path. I hope you might enjoy some of my other productions. Thanks again doe getting in touch.

Hi Katrina, Apologies for not responding. I have been away a lot over the last month. Firstly, the train was bound for the Murgon Meatworks which was located just west of Murgon township. Cattle trains never went beyond Murgon to Kingaroy. Although in earlier times cattle might have been railed to Murgon from Kingaroy. The station you refer to is Kilkivan. The last trains removing the rails form the line operated in 2008. Thanks for your questions. Mike

I know the last removing trains was from Murgon but I mean when was the last time the cattle trains went to Murgon

@@katrinalaw1479 The meatworks closed in 2007. For a number of months prior, cattle were unloaded at a site near Gympie called Banks Pocket where there was a cattle yard. The last trains delivering cattle to Murgon operated around 2006. The train in the video was shot in 2006. I hope this answers your questions.

Oh when was the last steam passenger excursion

Thank you for watching my production. You might find some of my other productions interesting.

And a big G'Day to you my friend, Rodolfo. I do recall corresponding with you in the past. Thank you for viewing and commenting on my latest production, Roaming the Lower North Coast. I am pleased to hear that you like the content. I cannot recall exactly how long ago it was when I last heard from you. I do know that you are my only correspondent from Argentina. So thank you for watching. I am fine and always working on some production for release on UA-cam. I hope to release another production within the next few weeks. I also plan to release Part 2 of Roaming on the Lower North Coast between March and April. I am always happy to hear from you. All the best for now and stay well. Regards Mike

Hello Matthew, I can understand why you might ask that question based on Roaming the Lower North Coast. However, the bulk of freight trains of various types normally run with two locos. All coal trains are hauled by a variety of loco placements including double heading. All grain trains are double headed as are most cattle trains. All long distance passenger services normally have double headed locos. So why not for what you have viewed? Both PN and Aurizon container trains on the North Coast have to contend with many crossing loops including some that are fairly short, around, 800 to 900 metres. The usable length is less. The power of the PN Class and Aurizon's 2800s is such that neither needs more power to haul their trains. That said, a few services are double headed using PN Class or 2800 Class locos. PN tend to use a set length of train except for the double header working. Being intermodal or containers, the loading is generally lighter. Again, this makes a difference in terms of power required. Whilst many standard gauge locos are more powerful, many are not. So in this instance, the PNs and the 2800s are more than adequate for the task an double or even triple and quad lash ups would just be a waste of power and therefore money. I hope this background helps. I also hope you enjoyed the production. Please give it a Thumbs Up and consider being a subscriber. Also check out my other content. Always feel free to ask questions. Mike

Hello Tim, Thank you for your comment and support. If you have not viewed some of my other content, please do so. I think you will find that each production differs in a range of ways. Thanks again Mike

Thank you Alan for your generous comments. Indeed, you are most correct when describing the simplicity and standardised form PNQ. In general, just 13 locomotives provide all of the services on a single corridor. I would like to think that many more local followers would look at the content of my productions but it seems many are just not aware of what is produced. I hope to release the next part within the coming quarter. Thanks again.

Hello Anthony, Thank you for subscribing and of course your comments. I am most appreciative to hear that people in your part of the world like what I do. It might seem quite an oddity to see our trains. After all, this production features narrow gauge, 3 feet 6 inch gauge track. I do hope you enjoy some of my other productions. I will always be happy to respond and answer questions as best I can. Thanks Mike

Hello again Taurean, Thanks for being a loyal follower of the channel. Sadly, no this will not be a DVD title. The production costs of DVD versus the sales returns is just not worthwhile. You of course can watch this production on your computer, laptop, tablet and even a Smart TV. I do hope you like this production and please give me a thumbs up. In the meantime, there will be at least one more part for this series. Best regards Mike

Hello Katrina, Apologies for the delay in responding but I have just finished a report that I been working on for several days. I could check for an accurate date but that will take some considerable time. I recall this being shot in 1997. It was towards the middle of the year in or around May but that could be wrong. The train, hailed by C17 974 had commenced the day in Brisbane before travelling up the North Coast line to Theebine and it was the afternoon before the train took the branch line towards Murgon. C17 974 is currently at Warwick working on the Southern Downs Steam Railway. I hope this answers your question. I would also encourage you to look at some of my other productions.

Katrina, I forgot to suggest that you might like to read all of the comments below as I have detailed many other interesting details of various of QR operations.

I do watch all your other videos they were cool so c17 974 only made it to murgon and not Kingaroy? And also just asking why didn't you record anything trains on the Gayndah to Monto branch?

Hi Katrina, I only went to Goomeri on that day. I would have to do some deep digging around but I think it was a trip to Kingaroy. The train went on into the night from Goomeri and I seemed to remember it going to Kingaroy. I have been on the Monto a number of times but I have never created any content from this material. I do so one day. @@katrinalaw1479

Thank you Marc for your comment. Overall the idea of Inland Rail is good but it too has to contend with mountains. Of course, it also needs to be built. Thanks for watching this production. I hope you might check out some of my other productions and give any you like a Thumbs Up.

Hello Robert, Thanks for your comment. I am glad that you enjoyed the rail scene around Glenapp in 2007. I would appreciate a Thumbs Up if you think it is worthy. You might also like some of my other productions on the channel. Thanks for watching and I hope to hear from you again.

Thank you for your comment. I appreciate the feedback. I hope you might find some of my other productions interesting.

Thank you for your question. Apart from approximately, 70 miles or 120 kilometres of standard gauge track in Queensland, the mainline network of Queensland is 3 feet 6 inches gauge. At its peak, the Queensland network was over 6,500 miles or 10,500 kilometres. These days, the network is only 4,100 miles or about 6,600 kilometres. The locomotives featured in the production is a BB18 1/4 Class and its running number is 1079. This class of locomotive were mostly used on long distance passenger workings when first introduced. With the introduction of diesel electric locomotives a few short years later, the BB18 1/4 Class were soon rostered to many other types of trains including goods or freight working. This special passenger working operated out of Brisbane on the Main West towards Ipswich and ultimately Grandchester and Laidley before returning to Brisbane. I hope this provides you with a further understanding and background of the operations displayed in this production. Feel free to ask further questions at any time and thanks for viewing the channel.

@@mikecondon9576 I will

Thank you John for your remarks about the Garratt To Toowoomba. I appreciate hearing your reflections about this production. It remains a bit of an unfinished project. I had plans for a DVD release but technology has moved on. Of course, I have a timeline that exceeds two hours at present and considerably more work to do. Anyway, thanks again and I hope you might find some of my other productions of interest. Best regards

@@mikecondon9576 You bet I will !!!.

@@mikecondon9576 hi Mike. You're Videos are an insight into the Old Queensland Rail as we knew her. I remember the last outing for ever more before closing of the Brisbane Valley line, Went. With my Dad, What an Awesome Journey I think hauled by a 1700 or 1720 Class we were all the Way to Nanango and what Breathtaking Sights from up their on the Ranges, The Sad Era of day's gone by with just a few odd carriages here and their as we passed through Blackbutt, Yarraman and to Nanango, The Once thriving Rail Head's now just rusting tracks, Such a sad thing to happen. The Crazy thing is that Sooner or Latter Where going to see the Lines go back as out ever Increasing Population gathers Steam and though vastly different in terms of Track Set Up to take Hi Speed Trains I once read that Rail would never reach Toowoomba??.Oops. It will happen with Electric's leading the way and beyond that the Rich Fertile Lands of the Area Not to mention Coal and other Natural Resources. It will happen and we will see 23's, 28's. And others Work the Line, The Reason I know this is from a Paper handed to Government about Future Rail Infrastructure and as bit of an Appetizer the Possibility of Velocity Train Diesel Multiple Units working the Downs to Warwick and Stanhope and Goondoowindi in future and all because of the Massive Population Growth as I said above and New Industry, This Information comes from a Government Blue Print for Future Rail so it must be fairly Legitimate. Regards

Thank you for sharing your memories of "The Gabba", as crews always referred to the station and depot. It was an intriguing place with various passages between buildings; street running: a tunnel to the wharves at South Brisbane and sidings into a range sites on what is now South Bank; an elevated turntable, and of course the Bell and Flag Man. A PB depot with many main line visitors over the years hauling trains in and out of yard. Once the station for south side and then no longer a station, The Gabba saw massive changes around the QR network but virtually none at The Gabba. I recall seeing the yard mostly from a passing car, with my father pointing out various features or indeed the names of drivers that he knew. Your memories make me feel that I missed an even greater spectacle. Being very young and more focused on Mayne and my father's role gave me quite a different experience but I suspect that The Gabba was a one of a kind sort of place. Over the years, I have met a few drivers and firemen that worked at The Gabba and I always like to learn of their history. Perhaps you saw them pass by.

The Gabba had a mass of overhead wires everywhere, because of the trams and trolley buses as well. It was such an interesting and quirky area, with heaps of character. I always remember seeing that bell and flag man walking in front of the engine as it came across the road and made its way through the corner entrance to the yard, cheers.

@@katnip8228 Thanks for the reminder about the trams. There was even a tram signal cabin. Great memories lost in time and dramatic changes to our city. Thanks again for your comments and please like my productions and subscribe to the channel.

Thanks Mike for your message. I guess there is something left but I would have much preferred an updated alignment joining both elements of the network. It would be invaluable in the modern era with the never ending track closures stopping so many trains from operating as there are not alternative rail routes to the north to Gympie and beyond to the north. Please keep viewing and like and subscribe.

Thank you Mike for your comments. Your comment about the cars is an interesting observation. It was a QR practice not normally widely seen on other systems. It was sort of a hangover from the wooden stock era where there was often a meld of cars. There were two different types of passenger cars on this working, M Series and L Series. There were also two paint schemes or liveries, one, the original theme although not exactly the livery of 1953 and the Queenslander train livery of royal blue and silver/stainless steel. Then of course the QLXP wagons which were Red Diamond wagons suitable for passenger train working. The Queenslander cars were sometimes on the train but not always. They were normally sleeper cars. I guess the fundamental point you make about the cars is that modern trains would never appear in this form and the era of the Capricornian style trains is now lost lost. I hope you enjoy some of my other productions and please like channel and subscribe to the channel.

@@mikecondon9576 Thanks Mike for the additional info. Liked and subscribed. I guess time and finances at the time stopped you filming other services you may have wished to capture such as Yaraka and Winton-Hughenden etc. You have a real niche in this video in particular. I was very lucky about 8 years ago to take leave from work in Melbourne where I live and I went to Rockhamption and travelled all the way to Winton on the steam train then travelling around the state celebrating, I think it was the 150 years of QR. Possibly the last steam train to travel to Winton in recent memory.

@@mikevale3620 Thank you Mike. I have other trains on file but not Yaraka. I missed many trains as my career demands took off in the late 80s and 90s. A version of the Westlander exists on my DVD Tracks in the Sun. It is still available but producing DVDs in this era seems a bit pointless and costly with little chance of recovery. You would be correct about steam to Winton. Thank you for subscribing.

Sorry, I also forgot to mention that the Capricornian material was originally used for a production released on VHS in 1990. There was over an hour dealing with the north bound operation of the Capricornian. I would like to bring the production back but I need the best platform to be available for release.

Thanks Alan, Like all productions, I wish I had more time and most importantly consistent weather conditions. Your suggestion is a good one but alas time was an issue for me. Thanks again for the endorsement of the broad scope of the production.

Hello Kerry, Thank you relating your background. I note your comment re the staff. Sadly, none of the staff were all that keen on me filming that element of the work. Train crews who called were on tight times and again it was not easy. I finally, got one and only opportunity. This production was originally intended to be part of something bigger. That idea was not really possible. As we communicate, I have creating a much larger production about Glenapp. It features the countryside, the trains and in one part some history. I am looking around for people who worked at Glenapp or passed through as part of the job. Perhaps we could catch up sometime.

Thank you Warwick. I am pleased to hear how this connects to your life. Thank you for viewing my production. You might like to explore other productions on my channel.

Well thank you Aussie Train Bloke for hopefully alerting others to this production. You are indeed correct and it underlines the historic nature of the vision used in the production. I too would like to see rails and trains on those lines but sadly most of the lines have been abandoned, just rusting away or completely removed. I hope you enjoy some of my other productions and give my productions a "like".

Hi Dave, Cattle are supposedly still loaded at Cloncurry and Richmond and possibly Hughenden on the Mount Isa line. In Central Queensland, cattle are loaded at Winton and Cramsie, near Longreach. Further east Clermont still loads cattle. In the South West, Morven is the only active cattle loading point although Quilpie should be. There are very few cattle trains that actually make it to Brisbane due to meat processing near Rockhampton and Townsville. The traffic is seasonal from around February to November. Of course, decades ago, cattle trains were everywhere along with sheep and even pig loads. Thanks for your interest and I hope you might subscribe and enjoy some of my other productions.

@@mikecondon9576 I thank you for the information you provided. 🙂 Love to find an abandoned railway station just to watch the trains to see my last days out. Once again I thank you greatly. 🙂

@@dave3201 I hope you find your dream Dave. Thanks for watching and corresponding. I would be happy to hear from you again.

Thanks Taurean. All the the best for the coming year and keep a a look out for new productions.

Hello, Window Seat I have just caught up with this comment. The end of the year has been far from ideal for me. With respect to using the content. I am happy to talk to you. However, any content on board the train would not be available due to the arrangements relating to the original recording. Thanks for your comment.

@@mikecondon9576 Hi Mike. Not a problem … thanks for getting back to me. I worked out an alternative using some photos from others, so all good. Hope next year is a better one for you. All the best!

Hello to you in Korea. I am pleased to make your acquaintance. Thank you for your comment. I hope you enjoy some of my other productions and please tell your friends about my channel. You might like to subscribe Best regards

Thank you for your comment Ronald. Most cattle trains west of Toowoomba emanated from Quilpie during this period and the train number is an indicator in this instance. Although, the locomotives hauling this cattle trains would not have hauled the train from Quilpie. That is why the S is in the train number. These locos would have been attached to the train in Charleville. The light line beyond Charleville would have been limited to 60 tonne locomotives and at that time, these would have been 1720 Class locos. Again thanks for your comment and I hope you might like to give the production a "Thumbs Up" or even subscribe. You might also enjoy other productions on my channel.

Thank you William. I had seen Walloon in Brisbane but when it visited Toowoomba, I approached the team and asked if I could capture in the form you viewed on my channel. I was just so impressed that I felt it needed another life beyond the odd exhibition.

Hi Matt, I am assuming you like the production. You might enjoy some of my other productions so please check out my channel.

Hi Gary, I see see that you are taking a look at some of my other productions. Thank you for your interest. Perhaps you might find some of my other productions interesting. Cheers Mike

Hello Gary, Thank you for your positive support for the production. I hope you gave the production a thumbs up or better still subscribed to my channel. There are many other productions on the channel and I have a number in production at present. Thank you again.

The in short is no. I had intended to release it but there is much work still to do. I have not got the time I need to achieve this at present. The other factor is investment versus return. A production run in costly and the return is a dubious proposition. So sorry it might happen sometimes in the years to come but I have no plan at present.

@@mikecondon9576 hope sooner rather than later, been asking for 6+ years now. 😞

Sorry, I am little lost with your comment. Could you please give me some more detail? Thanks

@@mikecondon9576 Locomotive

Hello to you Stefano in Italy. Firstly, thank you for subscribing. Thank you for compliment about my production. You might enjoy some of my other productions. Enjoy the channel. Thanks Mike

Water Gins as they were known were a common sight even in the steam era. In some cases, these water tank wagons were used to extend the range of steam locomotives. In other cases, attaching a water wagon was essential to ensure there was was water in locations where water was scarce during drought periods. Although QR generally had a good reliable source of water in most cases even during drought. However, the use of such wagons was at the expense of the load so consideration of the use of these wagons was made before use. Another instance of the use of these wagons was on trains that were working on construction and maintenance. This happened on the Mount Isa line reconstruction in the early 1960s. The locomotives could be away on one trip for 30 hours or more and sometimes standing between watering points for hours. To avoid low on water on steam locomotives as a risk, the railways railways had two key tools. The safeguard on a locomotive apart from a judicious crew was a fusible plug that detected low levels of water and high steam pressure and the plug would drop out to avoid a more potentially fatal prospect. Water wagons also appeared on trains that were supplying track gangs and the like with a water supply. Sometimes this was confused as a case of supplying the locomotive. This also happened with diesel locomotives hauling these wagons. In fact these wagons carried only drinking water. Even in the modern post steam era of the 1970's the elimination of water supplies was an issue. Operating a steam service was seen as desirable but the lack of water presented challenges. On occasion, QR steam locomotives operated to areas where the local fire brigade was called upon to provide a water source either by taking water from the fire truck tank and that would be a small amount or more often using a local water main and the fire truck pump. In the suburban area, a series of water hydrants were developed at platform level with hydrant covers that the crew would and still remove to access water. The crew simply run a hose to the hydrant and top up the tank. Not many hydrants exist outside the suburban network and that creates challenges. Operating over longer distances where the once vast network of water tanks existed is even more of a challenge. Locomotives are now generally supported by a water tank to minimise disruption to other trains and improve running times. In general, locomotives were provided a water stop every 25 miles or 40 kilometres or so. In some instances where the water demand was not as great 40 miles or 70 kilometres apart. Take for example the water required to run to Toowoomba from Brisbane. In the steam era there were many tanks along the way. Whilst there were major sites where many trains took water there were also Emergency Tanks. These Emergency Tanks were generally small but essential in a crisis. Leaving Roma Street trains could take water at Ipswich and generally did. The next stop before the Little Liverpool Range was Grandchester. Going up a range a full tank was always helpful insurance. There was water at Helidon but Murphys Creek had a very big tank. There was a hydrant fed from the spring at Spring Bluff. These were the main ones. These days steam leaving Roma Street have Ipswich and Helidon and the water wagon is essential to maintain the running and minimise the disruption to other traffic. There were a number of different designs of water wagons including four wheel wagons and larger bogie wagons. There were also different shapes of tanks. Rectangular tanks were common in earlier times and there a few examples of circular tanks on a four wheel wagons. At later stage half elliptical shaped tanks were built on bogie wagons. These were produced in 1954. Again more tanks were developed in the cylindrical shape and these were effectively tank wagons. The volume of water varies greatly between these designs. The most modern water tank wagon hold about 45,000 litres. The modern steam tender locomotives hold 16,000 litres. As you can see, the water tank wagons is not far off holding three tenders loads. That is three stops eliminated on a run. The water tank wagon used in Afternoon Ramble - Brown Bomber C17 974 was WSE water tank wagon and held 24,000 litres. Again, more than the 16,000 litres of this particular tender. of the C17 Class. I hope this helps your understanding of the practice of using water wagons.

@@mikecondon9576 wow. thanks for the thorough explanation. and certain memories are coming back like ..."why did I not remember?" I think Linville on the Brisbane Valley Line had a massive massive tank on a forest of posts. Where it got it's water from I don't know though. I was a Wynnum Manly boy in those days, and we went to Somerset Dam for Easter Holidays one year ( 1963? ) and we took a day trip ( My parents were Dutch and loved Australia's mountains..) out to Linville, - though it could have been Moore -, but it made such an impact, it was the biggest thing in the town.Biggest thing I ever saw in my life.

@@bigrobbie1843 HI Robbie, Thank you for sharing your past with me. As an extension to the water wagon background, I thought you might like to hear a little more information. A shunt job back in the 1920's to Gympie, 3 Down on a Monday would have one and sometimes two water gins attached to the train. The purpose of this water was not for the loco or indeed lineside water for remote track gangs. In fact, it was water for a "Garden Station" at Narangba. So impressive was the Townsville Mail was timed to stop at Narangba so the passengers could view the gardens from the train. I know of no other examples where this need was supplied in such a manner.

@@mikecondon9576 .. So impressive was the Townsville Mail was timed to stop .. Did you mean to write Townsville Mall? , or was that the 'name' of the run..?, being a mail train to Townsville. ( I'm assuming it also carried passengers, you are talking to a total -whats the word ? - imbecile, dunce hahaha

Hello Robbie, Thank you for your question. I am assuming that you are referring to one particular part of this highlights production. My guess is the Brisbane Valley part of this production is what you are asking about with PB15 732 and the diesel, 1617. I don't recall but I believe on the day the train had over 10 cars, possibly 11 sticks in my mind. The load for a PB15 class locomotive was normally 5 cars on most lines and on some heavier graded lines, only 3 cars could be hauled. So in this instance, more than 5 cars were to be hauled and this was the only light line steam locomotive available on the day so a diesel was required to help lift the train over the heavily graded Brisbane Valley line. The line was limited to 10 tonne axle weight. The PB15 were only 8.1 tonnes axle weight. I hope this answers your question. I would appreciate a thumbs up or even becoming a subscriber. I have many other productions that you might enjoy. The DVD is still available though www.angrms.org.au/sales.html should you be interested in the complete production. Thanks again for your question.

@@mikecondon9576 well, that would make sense. Add to that safety standards would have changed too, such that what was considered a safe load would be reduced now for an older engine. It may possibly still be able to pull all those carriages along a level grade with no people. Maybe women are bigger and heavier in this modern age ( yes that's the reason ha ha ha ha ) I volunteer in what is called The Condensery, the old Nestle condensed milk factory at Toogoolawah. I have structural engineering background and they completely support that building by a separate structure, though it is hidden in liver red colouring. So it is not a far stretch that the powers-that-be want the old steamer to be purely decorative.

@@bigrobbie1843 Thank you for your response Robbie. In general, Load Tables were created for classes of locomotives, steam and ultimately diesels and electric locomotives. The Load Tables were based on particular lines and or even sections of lines, e.g. Brisbane to Toowoomba was one section even though the line west extended to Charleville along with Cunnamulla and Quilpie. The Toowoomba Range presented challenges for trains whereas the rolling downs country was quite different. The other issue was track standards and axle weights that in turn limited train weights. Throw into the mix Crossing Loop lengths and you had many factors that determined train weights, locomotive selection, types of rollingstock in some instances and even loading weights in rollingstock. So a train leaving Brisbane and heading to Toowoomba would have a limit heading west yet the limit heading east could be different as the run downhill had no such challenge. In the steam era, banking of trains changed the load whereby another locomotive was attached at the rear of the train to push uphill. In the case of passenger trains, the additional locomotive was placed at the front. If the train from Brisbane then headed further west to Dalby and beyond the Load Table was different, When diesels arrived in the early 1950's , very few could operate in multiple but by the early 1960's all new locomotives could operate in multiple. To achieve this they had to be attached to each other. So of course all the locomotives would be at the front of the train. Once coal operations in Central Queensland needed to be enhanced, a need for more power saw the introduction of mid train helper locomotives. These locomotives needed a special wagon to control those locomotives called Locotrol. These days, locomotives can carry that capacity on board. The Brisbane Valley was a light line and was limited to 10 tonne axle loads. The crossing loops were generally small and therefore the trains were rather small and light. Load tables still exist for the various steam locomotives that could operate on the main line. These tables have not been altered greatly in the modern era. Keep in mind the locomotives only operate passenger services. Therefore the Load Tables reflect that reality. In my previous response, I mentioned that PB15 locomotives were generally limited to hauling five cars. If you look at the following link, you will note that there are six cars. This is due to the fact that Queensland Rail built special light weight cars for use on the South Coast line. These were termed, Southport Cars. As you will six cars in the picture but the combined weight would have been equal or less than five standard cars used elsewhere on the system mobile.twitter.com/RailMuseum_Qld/status/1305793527146852352/photo/1 I hope this background gives you more details on various matters like Load Tables and locos. Robbie, I was most interested to hear about the Condensery. I knew it existed back the day but I was unaware that the building had been preserved. Perhaps it might be worth a visit one day. Thanks for subscribing. Regards